U.S. patent number 9,734,727 [Application Number 14/688,622] was granted by the patent office on 2017-08-15 for aircraft systems and methods to display moving landing platforms.
This patent grant is currently assigned to HONEYWELL INTERNATIONAL INC.. The grantee listed for this patent is HONEYWELL INTERNATIONAL INC.. Invention is credited to Sandeep Alimi, Sudheer B M, Anil Kumar Songa, Sadguni Venkataswamy.
United States Patent |
9,734,727 |
Songa , et al. |
August 15, 2017 |
Aircraft systems and methods to display moving landing
platforms
Abstract
A display system for an aircraft includes a processing unit and
a display device. The processing unit is configured to receive data
representative of a landing platform on a movable carrier, and the
data includes current energy parameters of the movable carrier. The
processing unit is further configured to generate display commands
associated with the landing platform and the energy parameters of
the movable carrier. The display device is coupled the processing
unit for receiving the display commands and operable to render
first symbology representing the landing platform and second
symbology representing the energy parameters of the movable
carrier.
Inventors: |
Songa; Anil Kumar (Karnataka,
IN), Venkataswamy; Sadguni (Karnataka, IN),
M; Sudheer B (Karnataka, IN), Alimi; Sandeep
(Karnataka, IN) |
Applicant: |
Name |
City |
State |
Country |
Type |
HONEYWELL INTERNATIONAL INC. |
Morristown |
NJ |
US |
|
|
Assignee: |
HONEYWELL INTERNATIONAL INC.
(Morris Plains, NJ)
|
Family
ID: |
55862527 |
Appl.
No.: |
14/688,622 |
Filed: |
April 16, 2015 |
Prior Publication Data
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|
|
|
Document
Identifier |
Publication Date |
|
US 20160307450 A1 |
Oct 20, 2016 |
|
Current U.S.
Class: |
1/1 |
Current CPC
Class: |
G08G
5/0047 (20130101); G08G 5/0021 (20130101); G08G
5/025 (20130101); G08G 5/0013 (20130101) |
Current International
Class: |
G08G
5/02 (20060101); G08G 5/00 (20060101) |
References Cited
[Referenced By]
U.S. Patent Documents
Foreign Patent Documents
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102008064712 |
|
Feb 2013 |
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DE |
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20120387111 |
|
Aug 2014 |
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IN |
|
Other References
Ponirakis, L., "Advanced Helo Display for Zero-Zero Shipboard
Landings," Shipboard automated launch and recovery system (SALRS)
INP-LA Program, 2013. cited by applicant .
Defence Research and Development Canada, "DRDC technology supports
safer and smoother landings at sea for the Royal Canadian Navy,"
DRDC News Articles, 2014. cited by applicant .
Doull D. et al., "Human factors in the design of Royal Navy Marine
engineering equipment of the future," INEC 2002 : Sixth
International Naval Engineering Conference and Exhibition :
Conference Proceedings, 2002. cited by applicant .
Donley, S. et al., "Helmet Mounted Display Symbology for Helicopter
Landing on Small Ships,"Naval Air Development Center Warminster PA,
1981., p. 224, nonlinear scaling in final approach phase;
specifically, quadratic scaling, 1981. cited by applicant .
Takayuk et al., "Development of SH-60K Patrol Helicopter,"
Mitsubishi Heavy Industries, Ltd. Technical Review vol. 42 No. 5,
2005. cited by applicant .
Extended EP Search Report for Application No. 16164133.7-1803 dated
Sep. 9, 2016. cited by applicant .
EP Examination Report for Application No. 16164133.7-1803 dated
Nov. 4, 2017. cited by applicant.
|
Primary Examiner: Timory; Kabir A
Attorney, Agent or Firm: Lorenz & Kopf, LLP
Claims
What is claimed is:
1. A display system for an aircraft, comprising: a processing unit
configured to receive data representative of a landing platform of
a movable carrier, the data including current energy parameters of
the movable carrier, the processing unit further configured to
generate display commands associated with the landing platform and
the energy parameters of the movable carrier, wherein the energy
parameters include a current speed of the movable carrier relative
to the aircraft; and a display device coupled to the processing
unit for receiving the display commands and operable to render
first symbology representing the landing platform and second
symbology representing the energy parameters of the movable
carrier, wherein the second symbology includes at least an
indication of the current speed of the movable carrier relative to
the aircraft.
2. The display system of claim 1, wherein the second symbology
includes a diamond shape surrounding the first symbology.
3. The display system of claim 1, wherein the energy parameters
include a current motion direction of the movable carrier, and
wherein the second symbology includes an arrow oriented in the
current motion direction of the movable carrier.
4. The display system of claim 1, wherein the second symbology
includes a numerical value of the current speed of the movable
carrier relative to the aircraft.
5. The display system of claim 1, wherein the energy parameters
include a current pitch of the movable carrier relative to the
aircraft, and wherein the second symbology includes the current
pitch of the movable carrier.
6. The display system of claim 5, wherein the energy parameters
include a current roll of the movable carrier relative to the
aircraft, and wherein the second symbology further includes the
current roll of the movable carrier.
7. The display system of claim 6, wherein the second symbology
further includes a pitch scale on which the current pitch is
positioned and a roll scale on which the current roll is
positioned.
8. The display system of claim 1, wherein the display device is
configured to render a three-dimensional synthetic view of a flight
environment that includes the first and second symbology.
9. The display system of claim 1, wherein the display device is a
primary flight display.
10. The display system of claim 1, wherein the display device is
configured to render a plan view of a flight environment that
includes the first and second symbology.
11. The display system of claim 1, further comprising a
communications unit coupled to the processing unit and configured
to receive the data representative of the landing platform on the
movable carrier collected by an inertial unit of the movable
carrier.
12. The display system of claim 1, wherein the processing unit is
configured to evaluate the energy parameters and generate an alert
when at least one of the energy parameters exceeds a predetermined
safety margin, and wherein the second symbology represents the
alert.
13. The display system of claim 1, wherein the processing unit is
configured to evaluate the energy parameters of the movable carrier
and determine an intersection location between the landing platform
and the carrier, and wherein the second symbology represents the
intersection location.
14. The display system of claim 1, wherein the data further
includes a height associated with the landing platform, and wherein
the first symbology includes a representation of the height.
15. A method of displaying landing information with an aircraft
display system, comprising: receiving data representative of a
landing platform, the landing platform being located on a movable
carrier, from the movable carrier, the data including current
energy parameters of the movable carrier, wherein the energy
parameters include at least one of a current motion direction of
the movable carrier relative to the aircraft, a current pitch of
the movable carrier relative to the aircraft, or a current roll of
the movable carrier relative to the aircraft; generating, with a
processing unit, display commands associated with the landing
platform and the energy parameters of the movable carrier; and
displaying, on a display device based on the display commands,
first symbology representing the landing information and second
symbology representing the energy parameters of the movable
carrier, wherein the second symbology includes at least an
indication of at least one of the current motion direction of the
movable carrier relative to the aircraft, the current pitch of the
movable carrier relative to the aircraft, or the current roll of
the movable carrier relative to the aircraft.
16. The method of claim 15, wherein the displaying step includes
displaying a three-dimensional synthetic view of a flight
environment that includes the first and second symbology.
17. The method of claim 15, wherein the energy parameters include
the current motion direction of the movable carrier relative to the
aircraft, and wherein the displaying step includes displaying the
second symbology with an arrow oriented in the current motion
direction of the movable carrier.
18. The method of claim 15, wherein the energy parameters include
the current pitch and the current roll of the movable carrier
relative to the aircraft, and wherein the displaying step includes
displaying the second symbology with the current pitch and current
roll of the movable carrier.
19. The method of claim 15, further comprising evaluating the
energy parameters of the movable carrier in view of a predetermined
safety margin, generating an alert when at least one of the energy
parameters exceeds the predetermined safety margin, and displaying
the alert with the second symbology.
20. The method of claim 15, further comprising evaluating the
energy parameters of the movable carrier and determining an
intersection location of the aircraft with the landing platform,
and displaying the intersection location on the display device with
the second symbology.
Description
TECHNICAL FIELD
The present invention generally relates to aircraft display systems
and methods, and more particularly, to systems and methods for
enhanced display of landing information.
BACKGROUND
Computer generated aircraft displays have become highly
sophisticated and are used as primary flight displays to provide
flight crews with real-time visual representations of flight
management, navigation, and control information during flight in a
single, readily interpretable display. As a result, such displays
have become effective visual tools for controlling aircraft,
reducing pilot workload, increasing situational awareness, and
improving overall flight safety.
Landing is typically the most demanding aspect of flight. During
the landing approach, the pilot must evaluate if the aircraft may
safely land or if the landing attempt should be aborted. The
landing operation may be further complicated when the landing
platform is moving, such as is common when an aircraft lands on a
ship. Although conventional display systems provide various types
of information about the landing environment, it may be necessary
for the pilot during the landing operation to mentally consider and
adjust for the relative motion of the landing platform.
Accordingly, it is desirable to provide systems and methods with
additional and/or more convenient flight information on an aircraft
visual display, particularly during a landing operation.
Furthermore, other desirable features and characteristics of the
present invention will become apparent from the subsequent detailed
description of the invention and the appended claims, taken in
conjunction with the accompanying drawings and this background of
the invention.
BRIEF SUMMARY
In accordance with an exemplary embodiment, a display system for an
aircraft includes a processing unit and a display device. The
processing unit is configured to receive data representative of a
landing platform on a movable carrier, and the data includes
current energy parameters of the movable carrier. The processing
unit is further configured to generate display commands associated
with the landing platform and the energy parameters of the movable
carrier. The display device is coupled the processing unit for
receiving the display commands and operable to render first
symbology representing the landing platform and second symbology
representing the energy parameters of the movable carrier.
In accordance with another exemplary embodiment, a method is
provided for displaying landing information with an aircraft
display system. The method includes receiving data representative
of a landing platform on a movable carrier from the movable
carrier, the data including current energy parameters of the
movable carrier; generating, with a processing unit, display
commands associated with the landing platform and the energy
parameters of the movable carrier; and displaying, on a display
device based on the display commands, first symbology representing
the landing information and second symbology representing the
energy parameters of the movable carrier.
BRIEF DESCRIPTION OF THE DRAWINGS
The present invention will hereinafter be described in conjunction
with the following drawing figures, wherein like numerals denote
like elements, and wherein:
FIG. 1 is a functional block diagram of an aircraft display system
in accordance with an exemplary embodiment;
FIG. 2 is a visual display rendered by the aircraft display system
of FIG. 1 in accordance with an exemplary embodiment;
FIG. 3 is a more detailed portion of the visual display of FIG. 2
in accordance with an exemplary embodiment;
FIG. 4 is another visual display rendered by the aircraft display
system of FIG. 1 in accordance with an exemplary embodiment;
FIG. 5 is a further visual display rendered by the aircraft display
system of FIG. 1 in accordance with an exemplary embodiment;
and
FIGS. 6-8 depict additional examples of landing symbology rendered
by the aircraft display system of FIG. 1 in accordance with an
exemplary embodiment.
DETAILED DESCRIPTION
The following detailed description is merely exemplary in nature
and is not intended to limit the invention or the application and
uses of the invention. Furthermore, there is no intention to be
bound by any theory presented in the preceding background or the
following detailed description.
Broadly, exemplary embodiments described herein provide visual
display systems and methods for aircraft. More specifically, the
display systems and methods provide additional and/or more
convenient landing information superimposed with other navigation
and control information when approaching a landing platform,
particularly a movable platform. In one exemplary embodiment, the
landing information may represent or otherwise provide symbology
associated with the movement of the landing platform.
FIG. 1 is a block diagram of an aircraft display system 100 in
accordance with an exemplary embodiment. It should be understood
that FIG. 1 is a simplified representation of the system 100 for
purposes of explanation and ease of description. Further exemplary
embodiments of the system 100 may include additional, other devices
and components for providing further functions and features. As
described below, the system 100 is typically utilized during flight
to enhance the type and/or visibility of pertinent information for
a user (e.g., a pilot or flight crew) during a landing
situation.
The system 100 can be utilized in an aircraft, such as a
helicopter, airplane, or unmanned vehicle. Moreover, exemplary
embodiments of the system 100 can also be utilized in spacecraft,
ships, submarines, and other types of vehicles. For simplicity,
exemplary implementations are described below with reference to
"aircraft." In one exemplary embodiment, the system 100 is
particularly useful during a landing operation in which the
aircraft is approaching a landing platform that may be moving. For
example, landing platforms on ships or other types of carriers may
be moving in one or more horizontal directions, but also subject to
changes in pitch, roll, yaw, and elevation (e.g., changes in the
vertical direction). Although such landing platforms are typically
associated with ships, the exemplary embodiments discussed below
are applicable to any type of land, water, or air landing platforms
that are moving or movable relative to a fixed location. In the
discussion below, the term "landing platform" refers to any type of
landing location (e.g., a landing pad or runway), and the term
"carrier" refers to any type of base or structure (e.g., a ship,
vessel, and/or air or land platform) associated with the landing
platform.
As shown in FIG. 1, the system 100 includes a processing unit 102,
a database 104, a navigation system 106, a flight management system
108, a communications unit 110, and a display device 112 coupled
together in any suitable manner, such with as a data bus. Although
the system 100 appears in FIG. 1 to be arranged as an integrated
system, the system 100 is not so limited and can also include an
arrangement whereby one or more aspects of the system 100 are
separate components or subcomponents of another system located
either onboard or external to the aircraft. Each component is
introduced below prior to a more detailed description of particular
features of the system 100 described in conjunction with FIGS.
2-8.
The processing unit 102 may be a computer processor associated with
a primary flight display or other aircraft display. In one
exemplary embodiment, the processing unit 102 functions to at least
receive and/or retrieve aircraft flight management information
(e.g., from the flight management system 108), navigation and
control information (e.g., from the navigation system 106), and
landing, target and/or terrain information (e.g., from the database
104 and/or communications unit 110). As introduced above and
discussed in further detail below, the processing unit 102
additionally calculates and generates display commands representing
the flight environment, particularly the landing environment. The
processing unit 102 then sends the generated display commands to
display device 112 for presentation to the user. More specific
functions of the processing unit 102 will also be discussed
below.
Depending on the embodiment, the processing unit 102 may be
implemented or realized with a general purpose processor, a content
addressable memory, a digital signal processor, an application
specific integrated circuit, a field programmable gate array,
suitable programmable logic device, discrete gate or transistor
logic, processing core, discrete hardware components, or any
combination thereof. In practice, the processing unit 102 includes
processing logic that may be configured to carry out the functions,
techniques, and processing tasks or methods associated with
operation of the system 100.
Although not shown, the processing unit 102 may include a user
interface coupled to the processing unit 102 to allow a user to
interact with the display device 112 and/or other elements of the
system 100. The user interface may be realized as a keypad,
touchpad, keyboard, mouse, touch panel, joystick, knob, line select
key or another suitable device adapted to receive input from a
user. In some embodiments, the user interface may be incorporated
into the display device 112, such as a touchscreen. In further
embodiments, the user interface is realized as audio input and
output devices, such as a speaker, microphone, audio transducer,
audio sensor, or the like.
Database 104 is coupled to processing unit 102 and can be a memory
device (e.g., non-volatile memory, disk, drive, tape, optical
storage device, mass storage device, etc.) that stores digital
landing, waypoint, target location, target structure information,
and terrain data as either absolute coordinate data or as a
function of aircraft position that enables the construction of a
synthetic representation of the aircraft operating environment.
Database 104 can additionally include other types of navigation
and/or operational information relating to the evaluation and
display of landing lighting information. For example, database 104
may include safety margins or parameters that provide guidance for
evaluating a flight situation, such as during a landing situation.
In some embodiments, database 104 includes data associated with
landing platform and the corresponding carriers, as described in
greater detail below. Data in the database 104 may be uploaded
prior to flight or received from external sources during flight. In
one exemplary embodiment, landing information is received via the
communications unit 110 from the carrier on which the aircraft
intends to land.
The navigation system 106 is configured to provide the processing
unit 102 with real-time navigational data and/or information
regarding operation of the aircraft. The navigation system 106 may
include or cooperate with a global positioning system (GPS),
inertial reference system (IRS), Air-data Heading Reference System
(AHRS), or a radio-based navigation system (e.g., VHF
omni-directional radio range (VOR) or long range aid to navigation
(LORAN)). The navigation system 106 is capable of obtaining and/or
determining the current state of the aircraft, including the
location (e.g., latitude and longitude), altitude or above ground
level, airspeed, pitch, glide scope, heading, and other relevant
flight information.
The flight management system 108 supports navigation, flight
planning, and other aircraft control functions, as well as provides
real-time data and/or information regarding the operational status
of the aircraft. The flight management system 108 may include or
otherwise access one or more of the following: a weather system, an
air traffic management system, a radar system, a traffic avoidance
system, an autopilot system, an auto-thrust system, a flight
control system, hydraulics systems, pneumatics systems,
environmental systems, electrical systems, engine systems, trim
systems, lighting systems, crew alerting systems, electronic
checklist systems, an electronic flight bag, and/or other suitable
avionics systems. As examples, the flight management system 108 may
identify operating states of the aircraft, such as, engine
operation and current aircraft configuration status, including
information such as the current flap configuration, aircraft speed,
aircraft pitch, aircraft yaw, aircraft roll, and the like.
Additionally, the flight management system 108 may identify or
otherwise determine environmental conditions at or near the current
location of the aircraft, such as, for example, the current
temperature, wind speed, wind direction, atmospheric pressure, and
turbulence. The flight management system 108 may also identify
optimized speeds, distance remaining, time remaining, cross track
deviation, navigational performance parameters, and other travel
parameters.
The communications unit 110 may be any suitable device for sending
and receiving information to and from the aircraft system 100. In
some embodiments, communications unit 110 may be configured to
receive radio frequency transmissions, satellite communication
transmissions, optical transmissions, laser light transmissions,
sonic transmissions or transmissions of any other wireless form of
data link.
In one exemplary embodiment, the communications unit 110 is
configured to send and/or receive information from the carrier on
which the aircraft is preparing to land. For example, this carrier
information may include information about the carrier itself, such
as position, attitude, pseudo-range, and carrier measurements and
characteristics. The carrier information further includes
information about the landing platform, such as the dimensions,
status, identifications, markings, lighting, safety margins,
height, obstacles, procedures, and the like. Additionally, the
carrier information may include energy parameters (e.g., the
kinematic state, energy profile, or other characterizations of
movement) associated with the carrier, including the direction,
speed, pitch, roll, and energy trends, profile, and intentions. The
carrier information may be retrieved and/or sent from, for example,
a carrier-based inertial unit, automatic dependent surveillance
broadcast (ADSB), or other suitable source. As such, the
communications unit 110 is configured to receive and interpret this
information from the carrier. In some exemplary embodiments, the
system 100 may derive this information from sources other than the
communications unit 110, such as by tracking or monitoring the
carrier. In one exemplary embodiment, the information received from
the carrier via an ADSB or inertial unit may provide a greater
range than other sources of such information. As described below,
the communications unit 110 provides this information to the
processing unit 102 for consideration as part of the visual display
presented to the operator during the landing operation.
The system 100 also includes the display device 112 coupled to the
processing unit 102. The display device 112 may include any device
or apparatus suitable for displaying various types of computer
generated symbols and flight information discussed above. In
various exemplary embodiments, the rendered image may be a
two-dimensional lateral view, a two-dimensional vertical profile
view, or a three-dimensional perspective view. Any suitable type of
display medium capable of visually presenting multi-colored or
monochrome flight information for a pilot or other flight crew
member can be provided, such as, for example, various types of CRT
displays, LCDs, OLED displays, plasma displays, projection
displays, HDDs, HUDs, and the like.
Accordingly, the system 100 functions to present an image or
display to the user on the display device 112 that represents the
environment surrounding the aircraft as well as various types of
navigation and control information. As described below, the system
100 is particularly suitable for providing information to the user
during a landing operation, including information associated with
the landing platform and/or the respective carrier. During
operation, the landing platform on which the user intends to land
may be selected by the user (e.g., via the user interface) or
derived from a flight plan (e.g., via the navigation system 106 or
flight management system 108). In particular, the processing unit
102 generates display commands for the display device 112 to render
landing symbology associated with the landing platform of the
carrier that represents the real-life appearance of the target
landing platform. Further, the landing symbology may represent the
energy parameters of the landing platform and carrier, as also
described below. In some instances, the processing unit 102 may
evaluate the energy parameters in view of safety margins (e.g.,
from the database 104) and generate an alert when one or more of
the energy parameters exceed the safety margins. As such, the
system 100 considers the energy parameters from the moving or
movable landing platform and aligns or otherwise evaluates these
energy parameters with respect to the aircraft, including aircraft
energy parameters, to result in symbology that assists the operator
during landing. Exemplary displays or images rendered by the system
100 upon approaching the target landing platform are described in
greater detail below.
FIGS. 2-8 are visual displays or portions of displays 200, 400,
500, 650, 750, 850 rendered by the system 100 on the display device
102 in accordance with exemplary embodiments. FIG. 1 may be
referenced below in the discussion of FIGS. 2-8. Generally, the
visual displays or portions of displays 200, 400, 500, 650, 750,
850 include includes exemplary textual, graphical, and/or iconic
information rendered by the display device 112 in response to
appropriate display commands from the processing unit 102, as
described above. Although various examples of symbology are
described below and depicted in FIGS. 2-8, other types and
variations of symbology may be presented.
As shown, FIG. 2 depicts an exemplary visual display 200 in the
form of a three-dimensional synthetic perspective view of the
real-time aircraft operating environment of the type presented on a
primary flight display. In the depicted exemplary embodiment, the
display 200 shows, among other things, computer generated symbols
representing a zero pitch reference line (e.g., commonly referred
to as a horizon line) 202, a flight path marker (also known as a
flight path vector or velocity vector) 204, attitude indicator 206,
horizontal situation indicator 208, and terrain (e.g., identified
generally as element 210). Generally, the terrain 210 can include
any representation of the environment surrounding the aircraft,
including other aircraft or ships. Additional information may be
provided on the display 200, including additional or alternative
indicators representing heading, airspeed, altitude, bank angles,
vertical speed, throttle, and flap and gear positions. Although the
display 200 is shown as an egocentric, first-person frame of
reference, the display 200 can be a secondary, wingman, and/or plan
or perspective view that enables a viewer to view the aircraft, as
well as zoom in and out.
In the situation depicted on the visual display 200 of FIG. 2, the
aircraft is flying over water and intends to land on a landing
platform of a carrier. Since the carrier may be moving, the
intended landing platform may also be subject to movement. As will
now be described in more detail, the display 200 also selectively
renders landing information 250 that increases the situational
awareness of the operator when landing on a moving landing
platform.
As noted above, the landing information 250 is generally associated
with a target or intended landing platform on a carrier. Typically,
the carrier is depicted on the visual display 200 in a form
representative of the actual appearance of the carrier, similar to
other portions of the environment. In some embodiments, the size of
symbology representing the landing information 250 may be a
function of the distance of the target platform from the aircraft.
For example, at least portions of the landing information 250
represent the actual appearance of the landing platform, such as in
a manner proportional to the actual size relative to the other
aspects of the landing environment. However, in some scenarios, the
landing information 250 may be presented in a scale that is larger
than an actual representation of the landing platform. In other
words, at relatively large distances, the landing information 250
is depicted with an exaggerated scale. As such, the landing
information 250 may be rendered on the visual display 200 in a size
that enables the user to suitably evaluate the information.
Further, the landing information 250 can be modified as the
aircraft approaches such that the symbology representing real life
aspects of the landing platform is gradually reduced until reaching
a 1:1 scale with the surrounding environment. In the view of FIG.
2, the aircraft is at a distance from the carrier such that the
landing information 250 obscures any visual depiction of the
carrier, which in this scenario is a ship.
FIG. 3 is a closer view of the landing information 250 from FIG. 2.
As described below, the landing information 250 may include various
aspects and characteristics to assist the operator with landing on
a moving or movable platform.
In one exemplary embodiment, the landing information 250 may
include symbology for the landing platform 260 that accurately
represents the actual landing platform on the individual carrier,
including any applicable marking or shapes. As such, in the
depicted embodiment, the landing platform 260 is a conformal,
circular shaped landing pad, although other shapes and
configurations can be provided. As also shown, symbology
representing the landing platform 260 also includes markings in the
form of an "H" symbol, which in this situation indicates that the
landing platform 260 is intended for helicopters and provides a
reference for alignment or orientation. As appropriate, additional
lighting or markings corresponding to the touchdown and liftoff
area (TLOF) and/or final approach and takeoff area (FATO) may be
represented. As noted above, this information may be provided to
the system 100 from the carrier, e.g., from the inertial unit of
the carrier. As such, the landing information 250, including the
landing platform 260, is presented in a manner that is specific to
the individual carrier. This is beneficial considering that
characteristics of landing platforms vary from carrier to
carrier.
The landing information 250 further includes symbology representing
the energy parameters of the carrier, and particularly, that the
landing platform is moving or movable. In the depicted embodiment,
the movement (or energy parameters) symbology includes a diamond
outline 270 surrounding the landing pad 260 that indicates that the
landing platform is movable or moving. Other shapes may be provided
to represent the movable nature of the landing pad 260.
The landing information 250 may further include additional
information regarding the nature of the motion of the landing
platform. In particular, speed symbology 280 may be rendered as
part of the landing information 250. In the depicted exemplary
embodiment, the speed symbology 280 includes an arrow 282
representing the direction of the carrier and a magnitude of the
speed 284 ("50" in the depicted example) of the carrier. In one
exemplary embodiment, the direction arrow 282 and speed magnitude
284 are provided in a form that indicates the motion of the carrier
relative to the motion of the aircraft. In other exemplary
embodiments, the speed symbology 280 may be provided in absolute
terms.
In one exemplary embodiment, the speed symbology 280 is positioned
at the apex of the diamond outline 270. In other embodiments, the
speed symbology 280 may be positioned in other locations. For
example, in one exemplary embodiment, the position of the speed
symbology 280 may be a function of the speed characteristics of the
carrier relative to the aircraft. For example, if the carrier is
moving away from the aircraft, the speed symbology 280 is
positioned on the apex of the diamond outline 270 such that the
arrow 282 points away from the aircraft. However, if the carrier is
moving toward the aircraft, the speed symbology 280 may be
positioned on the bottom of the diamond outline 270 such that the
arrow 282 may point towards the aircraft. In further embodiments,
the position of the speed symbology 280 may be rendered
independently from the diamond outline 270.
The landing information 250 may further include attitude (or
pitch/roll) symbology 290 immediately adjacent to or superimposed
on the landing platform 260. In this exemplary embodiment, the
attitude symbology 290 to positioned on the left side of the
diamond outline 270 and provides information regarding the pitch
and roll of the carrier. In particular, the attitude symbology 290
includes symbology indicating the nature of the information and a
numerical representation of the magnitude of the pitch and roll. In
the depicted example, the pitch is provided as 2.degree. and the
roll is provided as 4.degree..
As such, the landing information 250 typically includes movement
symbology (e.g., diamond outline 270, speed symbology 280, and
attitude symbology 290) and symbology representing the landing
platform 260. Generally, the movement symbology is presented
immediately adjacent to or otherwise superimposed on the landing
platform 260 such that the information may be immediately evaluated
and considered by the user in a manner than minimizes attention
diversion.
As noted above, this information may be provided to the system 100
from the carrier, e.g., from the inertial unit of the carrier. As
such, the landing platform 260 and movement symbology (e.g.,
diamond outline 270, speed symbology 280, attitude symbology 290)
are presented in a manner that is specific to the individual
carrier and the individual situation. This is beneficial
considering that different carriers may have different responses in
similar situations, for example, as a result of variations in size,
hull design, stabilization system, etc.
FIG. 4 is another exemplary visual display 400 that may be rendered
by the aircraft system 100 of FIG. 1 in accordance with an
exemplary embodiment. In particular, the visual display 400 of FIG.
4 is a plan view of the aircraft, represented by symbology 402,
relative to the surrounding environment. As in FIGS. 2 and 3, FIG.
4 additionally depicts landing symbology 450 representing a target
landing platform on a carrier. In particular, the landing symbology
450 may include the landing platform 460 and movement symbology in
the form of the diamond outline 470, speed symbology 480, and
attitude symbology 490, each of which are described above.
FIG. 5 is a further exemplary visual display 500 that may be
rendered by the aircraft system 100 of FIG. 1 in accordance with an
exemplary embodiment. The display 500 of FIG. 5 is similar to the
three-dimensional synthetic perspective view of the type shown in
FIG. 2 and depicts landing symbology 550 representing a target
carrier, including the landing platform 560 and movement symbology
in the form of the diamond outline 570, speed symbology 580, and
attitude symbology 590.
In accordance with an exemplary embodiment, the system 100 may
consider the safety margins of the carrier and/or the aircraft
during the landing situation when displaying the landing symbology
550. For example, in the situation of FIG. 5, the pitch and roll
have relatively high magnitudes (e.g., 14.degree. and 25.degree.),
as indicated by the attitude symbology 590, and may unsuitable for
continuing the landing operation. In such a scenario, the landing
symbology 550 may include a warning, such as a change in color of
the attitude symbology 590 (e.g., from a neutral color to a warning
color, such as yellow or red). Other alerts may be provided,
including other types of visual alerts and/or audio alerts.
To generate these warnings, the system 100 may consider the current
or predicted energy profile of the carrier and the current or
predicted energy profile of the aircraft as relative or absolute
parameters. These energy parameters may be compared to applicable
safety margins or guidance, and if the energy parameters exceed the
margins, the system 100 generates the suitable warning. The safety
margins may be determined from any suitable source and stored in
database 104, as an example. In one exemplary embodiment, the
safety margins may be provided by a government or industry group or
the carrier itself that, as an example, details the conditions
(e.g., wind speed, wind direction, pitch, roll) that are acceptable
for a particular type or model of aircraft to safely land.
FIGS. 6-8 are examples of additional or alternative types of
landing information 650, 750, 850 that generated by the system 100
of FIG. 1 in accordance with an exemplary embodiment. Generally,
the landing information 650, 750, 850 discussed below may be used
in conjunction with or in lieu of the other examples of landing
information discussed above.
For example, FIG. 6 is landing information 650 that includes
symbology representing the landing platform 660 and movement
symbology in the form of the diamond outline 670, speed symbology
680, and attitude symbology 690. The landing information 650
further includes intersection symbology 640. In particular, the
intersection symbology 640 provides an indication of the location
or position 642 at which the aircraft will intersect or converge
with the landing platform 660. This position 642 may be determined
from a number of factors, including the energy profiles of the
carrier and aircraft, environmental or weather factors, and the
structural characteristics of the carrier, such as railings and
obstructions that require a particular approach path. Additionally,
or in the alternative, the intersection symbology 640 may include
an indication of the predicted path 644 of the aircraft relative to
the carrier and, as above, may be based on the current or
anticipated energy profiles of the aircraft and carrier.
FIG. 7 is landing information 750 that includes symbology
representing the landing platform 760 and movement symbology in the
form of the diamond outline 770, speed symbology 780, and attitude
symbology 790, 792. In this exemplary embodiment, the attitude
symbology is separated into pitch symbology 790 and roll symbology
792. As shown, the pitch symbology 790 may be positioned to one
side of the landing platform 760 and provides a numerical
representation of the current pitch (e.g., 2.degree.) and a scale
representation of the maximum and minimum pitch (e.g., 5.degree. to
-5.degree.). In one exemplary embodiment, the maximum and minimum
pitch may represent the applicable safety margins for the aircraft
to land, as discussed above. As such, the current pitch may be
displayed in the appropriate position on the scale to provide an
intuitive visual representation of the current pitch in the context
of maximum and minimum pitch. The pitch symbology 790 may further
have dynamic properties to represent changes to the current pitch.
For example, the scale may move up and down relative to the fixed
current pitch to indicate the updated pitch in the context of the
scale, or the position of the current pitch may move up and down
relative to the fixed scale.
As also shown, the roll symbology 792 may be positioned above or
below the landing platform 760 and provide a numerical
representation of the current roll (e.g., 4.degree.) and a scale
representation of the maximum and minimum roll angles (e.g.,
30.degree. to -30.degree.). As such, the current roll angle may be
displayed in the appropriate position on the scale to provide an
intuitive visual representation of the current roll angle in the
context of maximum and minimum angle associated with the applicable
safety margins. The roll symbology 792 may further have dynamic
properties to represent the changes to the current roll. For
example, the scale may pivot clockwise or counter-clockwise
relative to the fixed current roll to indicate the updated roll in
the context of the scale, or the position of the current roll may
pivot relative to the fixed scale.
FIG. 8 is landing information 850 that includes symbology
representing the landing platform 860 and movement symbology in the
form of the diamond outline 870 and speed symbology 880. In this
exemplary embodiment, the landing information 850 further includes
symbology representing the physical or structural nature of the
carrier.
In particular, the landing information 850 includes symbology that
represents the landing structure 890. The symbology for the landing
structure 890 may represent various types of information, including
the shape of the landing structure, the size and position of the
landing structure relative to the carrier, and the size and
position of the landing platform relative to the landing structure.
The landing information 850 may include symbology that additionally
represents the height 892 of the landing structure 890 from the
deck or primary surface of the carrier. In the depicted exemplary
embodiment, the height 892 is provided in numerical value. In other
embodiments, the numerical value may be omitted and the height 892
(or merely the elevated nature of the structure 890) may be
represented by the three-dimensional nature of the landing
structure 890. In further exemplary embodiments, the landing
structure 890 may be depicted in a two-dimensional or plan view and
the height 892 may be represented by a numerical value or
omitted.
Additionally, the landing information 850 may include symbology
that represents the height 894 of the main or primary surface
relative to the terrain or underlying surface (e.g., the ground or
water level, depending on the carrier). In the depicted exemplary
embodiment, the height 894 includes a numerical value, while in
other embodiments, the nature (and/or presence) of the height 894
is provided by the three-dimensional representation of the outline
870. In further exemplary embodiments, the landing information 850
may be depicted in a two-dimensional or plan view such that the
height 894 may be represented by a numerical value or omitted.
Accordingly, the enhanced display of the landing information can
provide important information in a more convenient position for the
pilot for easy recognition and evaluation. As such, during an
approach and/or landing operation, the pilot can concentrate on the
landing information without detracting attention from the
navigation and control. This can reduce pilot workload and
navigation and control errors, improve performance consistency, and
increase flight safety. Warnings, including the use of colors and
other type of alerts, may be provided to further enhance pilot
awareness. The exemplary embodiments discussed above are particular
useful in landing on a carrier in an ocean environment, which may
otherwise provide challenging operating conditions with respect to
wind and wake turbulence during landing and takeoff.
While at least one exemplary embodiment has been presented in the
foregoing detailed description of the invention, it should be
appreciated that a vast number of variations exist. It should also
be appreciated that the exemplary embodiment or exemplary
embodiments are only examples, and are not intended to limit the
scope, applicability, or configuration of the invention in any way.
Rather, the foregoing detailed description will provide those
skilled in the art with a convenient road map for implementing an
exemplary embodiment of the invention. It being understood that
various changes may be made in the function and arrangement of
elements described in an exemplary embodiment without departing
from the scope of the invention as set forth in the appended
claims.
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